Turbocharger With Annular Rotary Bypass Valve for the Turbine

ABSTRACT

A turbocharger includes a turbine wheel mounted within a turbine housing and connected to a compressor wheel by a shaft. The turbine housing defines an exhaust gas inlet connected to a volute that surrounds the turbine wheel, and an axial bore through which exhaust gas that has passed through the turbine wheel is discharged from the turbine housing. The turbine housing further defines an annular bypass passage surrounding the bore and arranged to allow exhaust gas to bypass the turbine wheel. An annular bypass valve is disposed in the bypass passage. The bypass valve includes a fixed annular valve seat and a rotary annular valve member arranged coaxially with the valve seat. The valve member is disposed against the valve seat and is rotatable about the axis for selectively varying a degree of alignment between respective orifices in the valve seat and valve member.

CROSS REFERENCE TO RELATED APPLICATIONS

This application is a continuation of U.S. application Ser. No.13/741,816 filed Jan. 16, 2013, which is a continuation of U.S.application Ser. No. 12/611,816 filed Nov. 3, 2009, the entire contentsof which are incorporated herein by reference.

BACKGROUND OF THE INVENTION

The present disclosure relates to exhaust gas-driven turbochargers, andparticularly to bypass arrangements that allow exhaust gas to bypass theturbine under certain engine operating conditions.

In a conventional turbocharger, the turbine housing defines a bypassconduit located generally to one side of the main bore through thehousing, and the bypass conduit is connected to the exhaust gas inlet orthe volute of the housing via a bypass valve. The bypass valve typicallyis a swing or poppet style valve comprising a circular valve member thatis urged against a flat valve seat surrounding the bypass passageopening. The valve usually is arranged such that the exhaust gaspressure acts on the valve member in a direction tending to open thevalve. One drawback associated with such an arrangement is that it isdifficult to completely seal the valve in the closed position, since gaspressure tends to open the valve. Leakage past the closed bypass valveis a cause of performance degradation of the turbine and, hence, theturbocharger and its associated engine. The typical solution to theleakage issue is to preload the bypass valve member against the valveseat, but often this does not fully eliminate leakage, and in any eventit causes additional problems such as an increase in the requiredactuation force for opening the valve.

Furthermore, swing or poppet valves tend to be poor in terms ofcontrollability, especially at the crack-open point, and it is commonfor the bypass flow rate to be highly nonlinear with valve position,which makes it very difficult to properly regulate the bypass flow rate.This leads to problems such as poor transient response of theturbocharger and engine system.

BRIEF SUMMARY OF THE DISCLOSURE

The present disclosure describes various embodiments of turbochargershaving a novel bypass arrangement that seeks to address issues such asthe ones noted above. In one embodiment, a turbocharger comprises acompressor wheel mounted within a compressor housing, and a turbinewheel mounted within a turbine housing and connected to the compressorwheel by a shaft. The turbine housing defines an exhaust gas inletconnected to a volute that surrounds the turbine wheel, the turbinehousing further defining an axial bore through which exhaust gas thathas passed through the turbine wheel is discharged from the turbinehousing. The turbine housing further defines an annular bypass passagesurrounding the bore and arranged to allow exhaust gas to bypass theturbine wheel. An annular bypass valve is disposed in the bypasspassage. The bypass valve comprises a fixed valve seat of annular formand a rotary valve member of annular form arranged coaxially with thevalve seat relative to an axis. The valve member is disposed against thevalve seat and is rotatable about the axis for selectively varying adegree of alignment between respective orifices in the valve seat andvalve member, ranging from no alignment defining a closed condition ofthe bypass valve, to at least partial alignment defining an opencondition of the bypass valve.

An advantage of this bypass arrangement is that exhaust gas pressureacts on the valve in a direction tending to improve, rather than hinder,sealing, in contrast to the aforementioned swing and poppet style bypassvalve arrangements.

A further advantage is that the valve can achieve better controllabilitythan is typically possible with swing or poppet valves, particularly atthe crack-open point.

In a particular embodiment, the valve member defines a plurality offirst orifices therethrough, the valve seat defines a plurality ofsecond orifices therethrough, and each first orifice has a correspondingsecond orifice.

The valve member in one embodiment is a generally flat annular disk andthe first orifices are circumferentially spaced apart about acircumference of the valve member. Similarly, the valve seat is agenerally flat annular disk having the second orifices circumferentiallyspaced apart in correspondence with the first orifices, and there issufficient circumferential distance between adjacent second orifices toaccommodate the first orifices therebetween in the closed condition ofthe bypass valve.

The valve can include features facilitating sealing between the valvemember and valve seat. In one embodiment, either the valve member or thevalve seat includes raised pads surrounding the respective first orsecond orifices therein, and the pads are in contact with asubstantially planar surface of the other of the valve member and thevalve seat so as to provide sealing between the valve member and thevalve seat.

The orifices can have various shapes, including circular ornon-circular. In one embodiment, the first and second orifices arelonger in the radial direction than in the circumferential direction.The orifices can be circumferentially spaced uniformly or non-uniformly.

The turbocharger also includes a drive system for effecting the neededrotational movement of the valve member. In one embodiment, the drivesystem includes a rotary drive member penetrating through the turbinehousing in a direction generally transverse to the axis about which thevalve member rotates, and a drive arm attached to a distal end of therotary drive member. A distal end of the drive arm engages the valvemember such that rotation of the rotary drive member causes the drivearm to rotate the valve member about the axis. The drive system canfurther comprise a link attached to a proximal end of the rotary drivemember, and a linear actuator having an actuator rod, the actuator beingoperable to extend and retract the actuator rod. A distal end of theactuator rod is connected to the link such that extension of theactuator rod causes the link to rotate the rotary drive member in onedirection and retraction of the actuator rod causes the link to rotatethe rotary drive member in the opposite direction.

BRIEF DESCRIPTION OF THE SEVERAL VIEWS OF THE DRAWING(S)

Having thus described the disclosure in general terms, reference willnow be made to the accompanying drawings, which are not necessarilydrawn to scale, and wherein:

FIG. 1 is an axial cross-sectional view of a turbocharger in accordancewith one embodiment of the present invention;

FIG. 2 is a side view of the turbine assembly for the turbocharger ofFIG. 1;

FIG. 3 is a perspective view of the turbine assembly of FIG. 2, whereinthe turbine housing is shown partly cut away to reveal internal details;

FIG. 4 is an axial cross-sectional view of the turbine assembly of FIG.1 on a first axial plane;

FIG. 5 is an axial cross-sectional view of the turbine assembly of FIG.1 on a second axial plane;

FIG. 6 is an axially sectioned perspective view of the turbine housingfor the turbocharger of FIG. 1;

FIG. 7 is a perspective view of the valve seat for the annular bypassvalve of the turbocharger of FIG. 1;

FIG. 8 is an axial cross-sectional view of the valve seat of FIG. 7;

FIG. 9 is a perspective view of the rotary valve member for the annularbypass valve of the turbocharger of FIG. 1;

FIG. 10 is an axial view of the annular bypass valve, as viewed from aposition downstream of the valve looking axially upstream, showing thevalve in a closed position;

FIG. 11 is a view similar to FIG. 10, showing the valve when it has justbeen cracked open by rotation of the rotary valve member;

FIG. 12 is a view similar to FIG. 10, showing the valve in a partiallyopen position after further rotation of the valve member; and

FIG. 13 is a view similar to FIG. 10, showing the valve in a fully openposition after further rotation of the valve member.

DETAILED DESCRIPTION OF THE DRAWINGS

The present disclosure now will be described more fully hereinafter withreference to the accompanying drawings in which some but not allembodiments of the inventions are shown. Indeed, these inventions may beembodied in many different forms and should not be construed as limitedto the embodiments set forth herein; rather, these embodiments areprovided so that this disclosure will satisfy applicable legalrequirements. Like numbers refer to like elements throughout.

A turbocharger 20 in accordance with one embodiment of the presentinvention is shown in axial cross-sectional view in FIG. 1, and variousviews of a turbine assembly for the turbocharger and components of theturbine assembly are depicted in FIGS. 2-13. As shown in FIG. 1, majorsub-assemblies of the turbocharger 20 include a compressor assembly 30,a center housing assembly 40, and a turbine assembly 50. The compressorassembly 30 includes a compressor housing 32 and a compressor wheel 34mounted therein and attached to one end of a rotary shaft 36. The centerhousing assembly 40 includes a center housing 42 that is affixed to thecompressor housing 32 and that contains bearings 44 for the rotary shaft36. The turbine assembly 50 includes a turbine housing 52 and a turbinewheel 54 mounted therein and attached to the opposite end of the rotaryshaft 36.

The turbine housing 52 defines an exhaust gas inlet 56 through whichexhaust gas from an internal combustion engine is received, and a volute58 that receives the exhaust gas from the inlet 56 and distributes thegas around the 360° volute for feeding into the turbine wheel 54. Theexhaust gas inlet 56 is also open to a generally annular bypass passage60 defined in the turbine housing 52. The bypass passage 60 surrounds anaxial bore 62 defined in the turbine housing. Exhaust gas that haspassed through the turbine wheel 54 is exhausted from the turbinehousing through the bore 62. The bypass passage 60 provides analternative pathway for exhaust gas to flow without first having to passthrough the turbine wheel 54.

An annular bypass valve 70 is installed in the bypass passage 60 forregulating flow through the bypass passage. With primary reference toFIGS. 3-9, the major components of the annular bypass valve 70 include astationary valve seat 72 and a rotary valve member 74 in abuttingengagement with the valve seat. The valve seat 72 and valve member 74are arranged between an annular outer portion 52 a of the turbinehousing 52 and an annular inner member 52 b. As shown, the inner member52 b is formed separately from the turbine housing 52 and is connectedwith an integral portion of the turbine housing, but in otherembodiments the inner member can be an integral part of the turbinehousing. The outer portion 52 a and inner member 52 b together define anannular space for receiving the valve member 74 and the valve seat 72.The valve member 74 is prevented from moving axially upstream by ashoulder defined by the outer portion 52 a of the turbine housing,although during operation pressure of the exhaust gas urges the valvemember 74 in the downstream direction. The valve member 74 is notconstrained by the turbine housing but is free to rotate about its axisand to move axially against the valve seat 72. The valve seat 72 isprevented from moving axially, radially, or rotationally. A radiallyouter edge portion of the upstream face of the valve seat 72 (i.e., theleft-hand face in FIG. 5) abuts a shoulder defined by the outer portion52 a of the turbine housing, and the radially inner edge portion of theupstream face abuts a shoulder defined by the inner member 52 b, therebyputting the valve seat in a precise axial location as dictated by theseshoulders.

The valve seat 72 (best illustrated in FIGS. 7 and 8) is a generallyflat ring-shaped or annular member having a plurality of orifices 73circumferentially spaced apart about a circumference of the valve seat,the orifices 73 extending generally axially between the upstream anddownstream faces of the valve seat. The orifices 73 in the illustratedembodiment are uniformly spaced about the circumference of the valveseat, but as further described below, non-uniform spacing of theorifices is also possible and can be advantageous in some circumstances.

The rotary valve member 74 (best illustrated in FIG. 9) is a generallyflat ring-shaped or annular member having a plurality of orifices 75circumferentially spaced apart about a circumference of the valve seat,the orifices 75 extending generally axially between the upstream anddownstream faces of the valve member. The orifices 75 in the illustratedembodiment are uniformly spaced about the circumference of the valvemember, and the number and spacing of the orifices 75 in the valvemember are the same as the number and spacing of the orifices 73 in thevalve seat. However, as further described below, non-uniform spacing ofthe orifices 75 is also possible and can be advantageous in somecircumstances; furthermore, the spacings of the orifices 73 and 75 donot have to be the same, and in some cases it can be advantageous forthe spacings to be different. The valve member 74 has a substantiallycircular cylindrical outer edge 76 and a substantially circularcylindrical inner edge 78, the outer and inner edges 76, 78 beingcoaxial with respect to a central longitudinal axis of the valve member,which axis is also substantially coincident with a central longitudinalaxis of the valve seat 72. The outer portion 52 a of the turbine housingand the inner member 52 b both define substantially circular bearingsurfaces for the outer and inner edges 76, 78 of the rotary valve member74 and there are clearances therebetween, so that the valve member canbe rotated in one direction or the opposite direction about its centrallongitudinal axis in order to vary a degree of alignment between thevalve member orifices 75 and the valve seat orifices 73, as furtherdescribed below.

The valve member 74 further defines a fork or yoke comprising a pair ofprojections 80 that project axially from the upstream face of the valvemember. The projections 80 are circumferentially spaced apart by a smalldistance sufficient to accommodate the distal end 92 of an L-shapeddrive arm 90 that is rigidly affixed to a distal (radially inner) end ofa rotary drive member 100. The rotary drive member 100 penetratessubstantially radially through the turbine housing 52 via a bore 53 (seeFIGS. 5 and 6) that connects with the generally annular bypass passage60. The proximal (radially outer) end of the rotary drive member 100 islocated outside the turbine housing 52 and is rigidly affixed to a link110. The link 110 has a connecting member 112 (FIGS. 2 and 3) that isoffset from the rotation axis of the rotary drive member 100 and thatcan be coupled to an actuator rod of an actuator (not shown) such thatextension of the actuator rod causes the link 110 to rotate the rotarydrive member 100 in one direction and retraction of the actuator rodcauses the link to rotate the rotary drive member in the oppositedirection. As a result, the drive arm 90 affixed to the distal end ofthe rotary drive member 100 in turn causes the valve member 74 to berotated in one direction or the opposite direction about its axis.

With reference particularly to FIGS. 4, 7, and 8, each of the orifices73 in the valve seat 72 has a raised pad 82 surrounding it. The pads 82abut the planar face of the valve member 74 (FIG. 4) and serve as sealsto help seal the interface between the valve member and valve seat. Theprovision of the raised pads 82 reduces the total surface area of thevalve seat 72 in frictional contact with the rotary valve member 74,thereby reducing the total friction forces that the actuation systemmust overcome to rotate the valve member.

FIGS. 10-13 illustrate the various positions of the bypass valve 70 forregulating bypass flow. In FIG. 10, the valve member 74 is positionedsuch that each of its orifices 75 is located between two adjacentorifices 73 in the valve seat 72, and there is sufficientcircumferential distance between adjacent orifices 73 to accommodate anorifice 75 with no overlap therebetween. Thus, the position of FIG. 10represents a closed position of the bypass valve in which essentially noexhaust gas can pass through the bypass passage 60 (except perhaps for avery small leakage flow of no appreciable consequence).

FIG. 11 shows the valve in a “crack-open” position in which the valvemember 74 has been rotated a small amount clockwise relative to FIG. 10such that there just begins to be some overlap between the orifices 75and the orifices 73.

With further clockwise rotation of the valve member 74 from the positionof FIG. 11, a greater degree of overlap exists between the orifices 75and 73, as shown in the “partially open” position of FIG. 12.

FIG. 13 shows a fully open position of the valve, in which the maximumpossible overlap exists between the orifices 75 and 73.

With the described annular bypass valve 70, exhaust gas pressure acts onthe valve member 74 in a direction toward the fixed valve seat 72,thereby tending to improve sealing between the valve member and valveseat. Furthermore, the gas pressure does not tend to open the valve, incontrast to the aforementioned swing and poppet style bypass valvearrangements in which gas pressure acts in a direction tending to openthe valve and cause leakage. The improved sealing made possible by thevalve 70 is thought to be significant because it can improve thetransient response time of the turbocharger, by making better use ofinstantaneous engine pulses in the exhaust gas stream, especially at lowengine speeds and gas flow rates where the pulse impact is mostsignificant in regard to turbine efficiency.

A further advantage is that the valve 70 can achieve bettercontrollability than is typically possible with swing or poppet valves,particularly at the crack-open point. In particular, the evolution ofthe shape and size of the flow passages through the valve as the valvemember 74 is rotated can be tailored to the needs of a particularapplication simply by suitably configuring the sizes, angular locations(e.g., whether uniformly or non-uniformly spaced apart), and shapes ofthe orifices in the valve member and valve seat. Thus, while theorifices 73, 75 are shown as being circular in the drawings,alternatively they can be made non-circular as a way of altering theevolution of the flow passages as the valve opens. For example, theorifices could be made generally rectangular with their edges extendinggenerally radially (possibly with a larger dimension in the radialdirection than in the circumferential direction), which would result ina greater change in flow passage size per degree of valve memberrotation, in comparison with the circular orifice shape.

As another example of the fine-tuning of the evolution of the valve flowpassages made possible by the invention, the valve seat orifices 73could have a first circumferential spacing (e.g., uniform) about thecircumference, and the valve member orifices 75 could have a secondcircumferential spacing (e.g., non-uniform) different from the firstcircumferential spacing. It is further possible (though not essential)in such an embodiment for the orifices 73, 75 to be of different sizesand/or shapes. This could result in, for example, one flow passage (orsome other subset of the total number of flow passages) beginning toopen before any of the other flow passages begin to open, therebyachieving a very gradual cracking open of the bypass valve. Furtherrotation of the valve member 74 would then cause the other flow passagesto open (perhaps in a sequential or staged fashion, e.g., one flowpassage opening at a time until finally all flow passages are open).These are merely some examples of the many different ways the orificescan be configured so as to achieve a desired flow passage evolution as afunction of valve member rotation.

Many modifications and other embodiments of the inventions set forthherein will come to mind to one skilled in the art to which theseinventions pertain having the benefit of the teachings presented in theforegoing descriptions and the associated drawings. Therefore, it is tobe understood that the inventions are not to be limited to the specificembodiments disclosed and that modifications and other embodiments areintended to be included within the scope of the appended claims.Although specific terms are employed herein, they are used in a genericand descriptive sense only and not for purposes of limitation.

What is claimed is:
 1. A turbocharger comprising: a compressor wheelmounted within a compressor housing; a turbine wheel mounted within aturbine housing and connected to the compressor wheel by a shaft; theturbine housing defining an exhaust gas inlet connected to a volute thatsurrounds the turbine wheel, the turbine housing further defining anaxial bore through which exhaust gas that has passed through the turbinewheel is discharged from the turbine housing; the turbine housingdefining an annular bypass passage surrounding the bore and arranged toallow exhaust gas to bypass the turbine wheel; and an annular bypassvalve disposed in the bypass passage, the bypass valve comprising afixed annular valve seat and a rotary annular valve member arrangedcoaxially with the valve seat relative to an axis, the valve memberbeing disposed against the valve seat and being rotatable about theaxis; the valve member defining a plurality of first orificestherethrough, and the valve seat defining a plurality of second orificestherethrough, the first orifices having a first circumferential spacingtherebetween and the second orifices having a second circumferentialspacing therebetween, wherein the first circumferential spacing isdifferent from the second circumferential spacing, and wherein at leastpartial alignment between one of the first orifices and a correspondingone of the second orifices creates a flow passage for flow of exhaustgas therethrough; rotation of the valve member about the axis causingvariation in a degree of alignment between the first orifices definedthrough the valve member and the second orifices defined through thevalve seat, ranging from no alignment defining a closed condition of thebypass valve, to at least partial alignment defining an open conditionof the bypass valve.
 2. The turbocharger of claim 1, wherein the firstand second orifices are configured and arranged such that one subset ofall flow passages begins to open before any of the other flow passagesbegin to open.
 3. The turbocharger of claim 2, wherein the first andsecond orifices are configured and arranged such that one flow passageopens at a time, until finally all flow passages are open.
 4. Theturbocharger of claim 1, wherein the valve member is a generally flatannular disk having the first orifices circumferentially spaced apartabout a circumference of the valve member, and the valve seat is agenerally flat annular disk having the second orifices circumferentiallyspaced apart about a circumference of the valve seat, there beingsufficient circumferential distance between adjacent second orifices toaccommodate the first orifices therebetween in the closed condition ofthe bypass valve.
 5. The turbocharger of claim 4, wherein one of thevalve member and the valve seat includes raised pads surrounding therespective first or second orifices therein, the pads being in contactwith a substantially planar surface of the other of the valve member andthe valve seat so as to provide sealing between the valve member and thevalve seat.
 6. The turbocharger of claim 1, wherein the first and secondorifices are circular.
 7. The turbocharger of claim 1, wherein the firstand second orifices are non-circular.
 8. The turbocharger of claim 7,wherein the first and second orifices are longer in a radial directionthan in a circumferential direction.
 9. The turbocharger of claim 1,further comprising a rotary drive member penetrating through the turbinehousing in a direction generally transverse to the axis about which thevalve member rotates, and a drive arm attached to a distal end of therotary drive member, a distal end of the drive arm engaging the valvemember such that rotation of the rotary drive member causes the drivearm to rotate the valve member about the axis.
 10. The turbocharger ofclaim 9, further comprising a link attached to a proximal end of therotary drive member, and an actuator having an actuator rod, theactuator being operable to extend and retract the actuator rod, a distalend of the actuator rod being connected to the link such that extensionof the actuator rod causes the link to rotate the rotary drive member inone direction and retraction of the actuator rod causes the link torotate the rotary drive member in the opposite direction.
 11. A turbineassembly for a turbocharger, comprising: a turbine housing; a turbinewheel rotatably mounted in the turbine housing; the turbine housingdefining an exhaust gas inlet connected to a volute that surrounds theturbine wheel, the turbine housing further defining an axial borethrough which exhaust gas that has passed through the turbine wheel isdischarged from the turbine housing; the turbine housing defining anannular bypass passage surrounding the bore and arranged to allowexhaust gas to bypass the turbine wheel; and an annular bypass valvedisposed in the bypass passage, the bypass valve comprising a fixedannular valve seat and a rotary annular valve member arranged coaxiallywith the valve seat relative to an axis, the valve member being disposedagainst the valve seat and being rotatable about the axis, the valvemember defining a plurality of first orifices therethrough, and thevalve seat defining a plurality of second orifices therethrough, thefirst orifices having a first circumferential spacing therebetween andthe second orifices having a second circumferential spacingtherebetween, wherein the first circumferential spacing is differentfrom the second circumferential spacing, and wherein at least partialalignment between one of the first orifices and a corresponding one ofthe second orifices creates a flow passage for flow of exhaust gastherethrough; rotation of the valve member about the axis causingvariation in a degree of alignment between the first orifices definedthrough the valve member and the second orifices defined through thevalve seat, ranging from no alignment defining a closed condition of thebypass valve, to at least partial alignment defining an open conditionof the bypass valve.
 12. The turbine assembly of claim 11, wherein thefirst and second orifices are configured and arranged such that onesubset of all flow passages begins to open before any of the other flowpassages begin to open.
 13. The turbine assembly of claim 12, whereinthe first and second orifices are configured and arranged such that oneflow passage opens at a time, until finally all flow passages are open.14. The turbine assembly of claim 11, wherein the valve member is agenerally flat annular disk having the first orifices circumferentiallyspaced apart about a circumference of the valve member, and the valveseat is a generally flat annular disk having the second orificescircumferentially spaced apart about a circumference of the valve seat,there being sufficient circumferential distance between adjacent secondorifices to accommodate the first orifices therebetween in the closedcondition of the bypass valve.
 15. The turbine assembly of claim 14,wherein one of the valve member and the valve seat includes raised padssurrounding the respective first or second orifices therein, the padsbeing in contact with a substantially planar surface of the other of thevalve member and the valve seat so as to provide sealing between thevalve member and the valve seat.
 16. The turbine assembly of claim 11,further comprising a rotary drive member penetrating through the turbinehousing in a direction generally transverse to the axis about which thevalve member rotates, and a drive arm attached to a distal end of therotary drive member, a distal end of the drive arm engaging the valvemember such that rotation of the rotary drive member causes the drivearm to rotate the valve member about the axis.